Iveco Eurocargo

Overview and generations

The Eurocargo is Iveco’s medium-duty truck — 7.5 to 19 tonnes in the company’s 2023 release — and it is built at Brescia. Iveco states the launch year, 1991, in writing twice: in the press kit issued in London on 28 November 2013, and in the 2021 release marking the 600,000th Eurocargo off the Brescia line, which calls it “Bertone-designed”. It took International Truck of the Year in 1992 and is still in production; the 2021 release gives the Brescia plant’s headcount as around 1,600, against about 2,300 in the 2013 kit.

The 2013 kit’s own milestone list, printed as a timeline, runs 1991 EuroCargo launch, 1992 International Truck of the Year, 1997 “MY 97”, 1999 the EL range for urban distribution, 2001 the Eurocargo Tector, 2003 “MY 2003”, 2006 the Euro 4 and Euro 5 models, 2008 a new Eurocargo and 2013 the Euro VI vehicle (its prose puts the Tector engine’s introduction at 2000, where its own table says 2001). Within that history, the 2013 kit records one dated change to the engine line: the Euro VI four-cylinder Tector 5 at 210 hp replaced the Euro V six-cylinder Tector 6 at 220 hp, and puts the gain from that swap, across all missions, at “a reduction in fuel consumption equivalent to 4.5%”.

Eurocargos have been built since 1991. The line-up described here is the current European one, read in three Iveco brochures printing the same tables: the UK edition M2330901UK of 05/25, the master edition M2330901MASTER of 05/24 and the Model Year 26 edition M2645901MASTER of 07/26. Where the 2013 press kit or Iveco’s Australian sheets are used instead, they are named. Iveco’s current brochures name the missions as urban delivery, regional delivery, construction, municipal and off-road; its 2013 press kit listed body types from refuse collectors and tippers to fire-protection configurations. Iveco summarises the current range as 11 gross vehicle weights, 17 wheelbases, 7 engine power steps, 2 fuel types, 4 transmission types, 4 suspension types and 4 cab types, “giving over 11,000 vehicle combinations”.

Cab and body

Four cab types are coded MLC day cab, low roof; MLL sleeper cab, in low and high roof; and MLD crew cab — each offered in one- and two-access-step forms, and it is the step count, not the cab, that splits the model tables below. The 2013 press kit gives a body length range of 4,265 to 10,175 mm across the range, with a steering angle of 52 degrees.

The MY26 brochure describes the current cab’s equipment. Outside, it lists LED daytime running lights as standard, a radar for ADAS functions, steps and grab handles to reach the windscreen, and side air deflectors it says are designed to keep the door and mirrors clear in adverse weather; the same edition introduces a new exterior colour scheme it calls “IVECO Grey” with “a touch of red”. Inside, it gives a 10-inch instrument cluster and a 7-inch central display with DAB radio on the dash panel, with steering-wheel and steering-column controls it says put everything within the driver’s reach.

Engines

Seven diesel power steps are split across two engine families. The Tector 5 is a four-cylinder of 4.5 litres in three steps: 118 kW (160 hp) and 137 kW (190 hp), both at 2,200 rpm, and 152 kW (210 hp) at 2,500 rpm, with 680, 700 and 750 Nm. Iveco’s 2013 Euro VI press kit says the 210 hp Tector 5 replaces the six-cylinder 220 hp Tector 6 of the Euro V range; the kit’s payload claim is a separate, more general sentence, not tied to that swap.

The Tector 7 is a six-cylinder of 6.7 litres in four steps, all at 2,500 rpm: 162 kW (220 hp), 185 kW (250 hp), 206 kW (281 hp) and 235 kW (320 hp), with 800, 850, 1,000 and 1,100 Nm. The 250 hp step holds its 850 Nm from 1,250 to 2,050 rpm.

Both are described as HI-eSCR engines in Iveco’s engine specification sheet (pages 14–15 of the 2013 Euro VI press kit, also issued as a standalone PDF). That sheet gives bore as 104 mm and stroke as 132 mm on both families, 4 valves per cylinder, overhead-valve gear, Common Rail injection at 1,600 bar, wastegate turbocharging, and a dry weight printed as “400” for the Tector 5 and “530” for the Tector 7 with no unit given. It lists exhaust gas recirculation as “None” and the aftertreatment as “HI-eSCR (DOC + pDPF +SCR + CUC)”, with an oil-change interval of 80,000 km and DPF service at 300,000 km. The 2013 kit describes the system as cutting nitrogen oxides by more than 95 per cent with neither exhaust gas recirculation nor an actively regenerated particulate filter, and states that TÜV certified a 2.33 per cent fuel-consumption reduction for it. On its maker’s 2013 statement, then, this was SCR without exhaust gas recirculation. None of the three current brochures describes the aftertreatment, and Iveco Trucks Australia’s 2025 release names the system HI-SCR rather than HI-eSCR; the description above is Iveco’s 2013 one, and no document opened gives one for a Model Year 26 truck.

Natural gas engine

A 6.7-litre CNG engine is offered at 220, 250 and 280 hp with 800, 850 and 1,000 Nm, on the models from 11,000 to 19,000 kg in the brochures’ gas tables. Iveco publishes no kilowatt figure for it in any document this page could open, and the diesel table above has no gas row. The UK and master brochures call the gas truck PIEK Quiet Truck Test certified at less than 72 dB; the MY26 edition leaves that line out. All three brochures say that, thanks to an EU derogation, 18 t CNG vehicles can have a bonus mass to match the increase in tare weight, and that vehicles below 18 t have optional higher gross-vehicle-weight plating available to compensate; they name neither a figure nor an instrument.

Transmission

The current offer is 6- and 9-speed manuals, an 8-speed ZF automatic and a 6-speed Allison automatic, and no current brochure lists an automated manual at all. Nor does any of them say how either automatic is built: Iveco names a torque converter once, in the 2013 press kit and only of the Allison, which it then offered across the whole 4x2 range, “available for the entire 4x2 range” and offering “maximum comfort on urban missions, where an average of 1,200 gear changes are made per day”. In 2013 the range also offered six manual ZF gearboxes with 5, 6 and 9 gears and four automated Eurotronic ZF gearboxes with 6 and 12 gears. The 2023 release says the 8-speed ZF8-HP is set to become the default choice, providing “a reduction in fuel consumption of up to 5%”. The MY26 brochure adds sandwich PTOs on automatic transmissions.

Iveco’s Australian sheets print both current automatics’ ratio sets: ZF8AP 4.890, 3.123, 2.033, 1.639, 1.254, 1.000, 0.840 and 0.639 with 4.250 reverse; Allison 3000 3.49, 1.86, 1.41, 1.00, 0.75 and 0.65 with 5.03 reverse.

Axles, suspension and brakes

The axle configurations in the brochures’ tables are 4x2 and 4x4, and no other. The off-road 4x4 is a 110E at 11,500 kg and a 120E at 12,000 kg against 21,000 kg gross combination weight, and a 150E at 15,000 kg against 24,000 kg, on the Tector 7 at 250, 280 and 320 hp with a 6-speed manual or the 8-speed ZF. Iveco’s Australian 4x4 sheet gives the ML150E32W at 15,000 kg gross vehicle weight and 19,000 kg gross combination weight, on a 6-speed manual. The MY26 brochure adds “a provision for a 3rd axle addition” on 16-ton and 18-ton models, with the third axle’s systems programmed “during the conversion” and “managed as on an original 6x2 vehicle”; no Iveco document read here lists a 6x2 among the factory configurations.

On the Australian sheets the final drive moves with the gearbox and with the model, not with the engine alone: rear axle ratios are 3.9 behind the ZF and 3.73 behind the Allison on the ML140, 4.13 and 3.40 on the ML150 and ML160, 5.29 and 4.63 on the ML180, and 5.72 on the 4x4.

Suspension is parabolic or reinforced-parabolic leaf, semi-elliptical leaf, or air on the rear axle only or on both axles under ECAS control, by the Australian sheets. The same sheets give ventilated disc brakes of 377 x 45 mm on the ML140, the ML150 dual cab and the ML160, and 432 x 45 mm on the ML180, against drum brakes on the 4x4; an exhaust brake, an air dryer and a water-cooled 360 cc compressor are listed under brakes. The 2013 kit gives a maximum engine braking figure of 100 for the Tector 5 and 150 for the Tector 7, but prints the unit as “kwh” — a unit of energy — so no braking power figure is claimed from it here.

Dimensions and weights

Weights. Iveco publishes the Eurocargo’s weights as a ladder rather than a single number. On the 4x2, gross vehicle weight climbs from 7,500 kg on the 75E through 8,000, 9,000, 10,000, 11,000, 12,000, 14,000, 15,000, 16,000 and 18,000 kg to 19,000 kg on the 190EL. On diesel, maximum gross combination weight does not track it smoothly: 16,500 kg on the lightest pair and 18,000 kg on the next five, then, in a column the brochures head “up to”, 26,000 kg on the 120E and 140E and 35,000 kg from the 150E up. The same model codes on CNG read differently: 26,000 kg on every two-access-step gas model, below the diesel figure from the 150E up, and 19,000 kg on the one-step pair, above the diesel 18,000 kg. By our subtraction, on diesel the 150E at 15,000 kg and the 140E at 14,000 kg differ by one tonne of gross vehicle weight and by nine tonnes of printed maximum combination, where on gas both print 26,000 kg — the difference between the two kinds of figure is the subject of gross vehicle against gross combination. At the top, the gap between the diesel 190EL’s 19,000 kg and its combination figure of up to 35,000 kg is 16,000 kg — again our subtraction rather than an Iveco statement, and not a towing rating: the brochures print no maximum towable mass. On Iveco’s Australian sheets the gearbox also moves the plated figure: the 16 t ML160E32/P and the 18 t ML180E32/P are both plated at 28,000 kg gross combination weight with the ZF8AP and 22,000 kg with the Allison 3000.

Wheelbases. These run 2,790 to 6,570 mm across 17 values; by block they are 3,105–4,815 mm on the 75E and 2,790–4,815 mm on the 80EL (the 16,500 kg block prints these as two separate rows), 2,790–4,815 mm on the 80E, 90E and 100E, 2,790–6,570 mm on the 110EL and 120EL, 3,105–6,570 mm on the 120E to 160E two-step models, 3,690–6,570 mm on the 180E and 190EL, and 3,240–4,150 mm on the 4x4. CNG wheelbases are 3,105–6,570 mm on the one-step cab and 3,465 or 3,690 to 6,570 mm on the two-step cab.

Dimensions. IVECO Austria’s undated Eurocargo 4x2 page gives an overall length of up to 9,800 mm and, for the 7.5-tonne truck with a 3,105 mm wheelbase, a turning circle of 12.5 m. No other European document that opens gives an overall length, and none gives a width or height. Its Australian sheets give overall dimensions per build: overall length runs from 7,717 to 10,147 mm across four wheelbases of a single 14 t model, and maximum width over the fenders runs from 2,342 mm on the ML140 to 2,463 mm on the ML150E32D/P dual cab, with 2,411 mm on the ML160 and 2,455 mm on the ML180. The Australian sheets also give kerb-to-kerb turning diameters from 15,540 mm to 23,440 mm across builds, and 15,700 and 16,520 mm for the 4x4 ML150E32W.

Tanks

CNG tanks are six 115-litre cylinders on the side members for up to 600 km, or up to 900 km with an additional three 140-litre cylinders behind the cab (the 900 km figure is the two sets together, not the rear three alone). Iveco’s Australian 4x2 sheets give a 30-litre AdBlue tank. UN Regulation No 110, in the text the EU published in 2015, requires each CNG cylinder approved to it to carry permanent markings that include the regulation number and “DO NOT USE AFTER” with the month and year of expiry, that date “shall not exceed the specified service life”, and “the maximum service life shall be 20 years”; the same text requires each cylinder to be visually inspected “at least every 48 months” after it enters service on the vehicle. Biomethane is covered in LNG and bio-LNG trucks, and tolling in road tolls and CO2 classes.

Safety and driver-assistance systems

The MY26 brochure lists its driver-assistance systems by acronym, across two pages that open with a “General Safety Regulations” note: AEBS, LDWS, EVSC, REV reversing detection with a camera and the centre display, BSIS, MOIS, ADDW, ISA, ESS, TPMS and an alcohol-interlock interface. Adaptive cruise control sits in the same panel and is the one item there marked with an asterisk, which the brochure footnotes “On request”.

Equipment and options

Iveco’s Australian sheets give tyre sizes of 285/70R19.5 on the ML140, 305/70R19.5 on the ML150 and ML160, and 315/80R22.5 on the ML180. The MY26 brochure adds sandwich power take-offs on automatic transmissions. Iveco’s current European brochures describe a maintenance contract covering oil and fluid changes according to Iveco’s Maintenance Plan, without printing an interval; the 2013 Euro VI press kit and its engine sheet give one 80,000 km oil-change interval for both engine families. Iveco’s Australian 4x2 sheets instead set the engine oil-change interval by duty: 80,000 km/18 months for long-range transport, 60,000 km/18 months for short and medium range, and 40,000 km/12 months for heavy-duty use in mainly urban areas or off-road, based “on normal operating conditions” and stated to be reducible “when operating under severe conditions”.

The MY26 brochure lists a connectivity box as standard fitment, giving “the full control of your vehicle performance and state of health,” and describes a Start Pack Standard package of IVECO Services Solutions that “includes IVECO ON Access customer portal, Uptime Monitoring & Management and the Easy Cargo App.” It also lists the IVECO Driver Pal, a voice companion it describes as built “with Alexa technology,” as an optional item. The same brochure describes Cybershield, which it calls “a multi level security framework covering Electronic Control Units, internal vehicle ECU to ECU communications and all external interfaces” addressing vehicle cyber security.

Source notes

Diesel steps, from the engine table printed identically in the UK 05/25, master 05/24 and MY26 07/26 brochures. Tector 5, four in line, 4.5 litres: 118 kW (160 hp) at 2,200 rpm with 680 Nm from 1,100 to 1,600 rpm; 137 kW (190 hp) at 2,200 rpm with 700 Nm from 1,100 to 1,600 rpm; 152 kW (210 hp) at 2,500 rpm with 750 Nm from 1,400 to 1,800 rpm. Tector 7, six in line, 6.7 litres: 162 kW (220 hp) with 800 Nm from 1,250 to 1,900 rpm; 185 kW (250 hp) with 850 Nm from 1,250 to 2,050 rpm; 206 kW (281 hp) with 1,000 Nm from 1,250 to 1,950 rpm; 235 kW (320 hp) with 1,100 Nm from 1,250 to 1,900 rpm, all four at 2,500 rpm. The brochures summarise this as seven power levels from 160 to 320 hp. Three documents disagree on one of the seven: the European brochures call 206 kW 281 hp, IVECO’s own engine specification sheet calls the same 206 kW 280 HP, and the Australian sheets call it 207 kW (280hp). Natural gas. A 6.7 litre CNG engine at 220, 250 and 280 hp with 800, 850 and 1,000 Nm; no kilowatt figure is published for it anywhere this record could read. Its ladder is narrower than the diesel one: 110EL at 11,000 kg and 120EL at 12,000 kg on the one-access-step cab, 19,000 kg GCW, 220 and 250 hp only; 120E, 140E, 150E, 160E, 180E and 190EL on the two-step cab at 26,000 kg GCW, with the 180E and 190EL restricted to 250 and 280 hp. Tanks are 6 x 115 litre on the side members for a range of up to 600 km, or up to 900 km with an additional 3 x 140 litre behind the cab. IVECO’s brochures say that thanks to the EU derogation, 18 t CNG vehicles can have a bonus mass to match the increase in tare weight and that vehicles below 18 t have optional higher GVW plating available to compensate; they name neither a figure nor an instrument. The UK and master editions add that the gas vehicle is PIEK Quiet Truck Test certified at less than 72 dB; the MY26 edition does not carry that line. Model ladder, 4x2 diesel, one-access-step cab: 75E at 7,500 kg and 80EL at 8,000 kg against 16,500 kg maximum GCW, on the Tector 5 at 160, 190 and 210 hp; 80E at 8,000 kg, 90E at 9,000 kg and 100E at 10,000 kg against 18,000 kg GCW, on the Tector 5 at 190 and 210 hp or the Tector 7 at 220 hp; 110EL at 11,000 kg and 120EL at 12,000 kg against the same 18,000 kg, on the Tector 5 at 190 and 210 hp or the Tector 7 at 220 and 250 hp. The engine column in that table is one merged cell per GCW block, vertically centred against the models beside it, so the six-cylinder belongs to every model in its block and not only to the row its line happens to sit on. Two-access-step cab: 120E at 12,000 kg and 140E at 14,000 kg against 26,000 kg; 150E at 15,000 kg, 160E at 16,000 kg, 180E at 18,000 kg and 190EL at 19,000 kg against 35,000 kg, in a GCW column the brochures head “up to”. That ladder is diesel only. The same model codes on CNG read differently in the same brochures: every two-access-step gas model, 120E to 190EL, is 26,000 kg maximum GCW, below the diesel figure from the 150E up, and the one-access-step 110EL and 120EL are 19,000 kg, above the diesel 18,000 kg, so the 35 t “Gross combination” figure in the table above is a diesel figure. Off-road 4x4: 110E at 11,500 kg and 120E at 12,000 kg against 21,000 kg GCW, 150E at 15,000 kg against 24,000 kg, on the Tector 7 at 250, 280 and 320 hp with a 6-speed manual or the 8-speed ZF. Wheelbases run 2,790 to 6,570 mm across 17 values; per block they are 3,105 - 4,815 mm on the 75E and 2,790 - 4,815 mm on the 80EL, which the 16,500 kg block prints as two separate rows; 2,790 - 4,815 mm on the 80E, 90E and 100E; 2,790 - 6,570 mm on the 110EL and 120EL, 3,105 - 6,570 mm on the 120E to 160E two-step models, 3,690 - 6,570 mm on the 180E and 190EL and 3,240 - 4,150 mm on the 4x4. CNG wheelbases are 3,105 - 6,570 mm on the one-step cab and 3,465 or 3,690 to 6,570 mm on the two-step. IVECO summarises the range as 11 GVWs, 17 wheelbases, 7 engine powers, 2 fuel types, 4 transmission types, 4 suspension types and 4 cab types, giving over 11,000 vehicle combinations. MY26 driver assistance, listed by acronym on pages 6 and 7 of that edition: LDWS, EVSC, AEBS, REV reversing detection with a camera and the centre display, an alcohol interlock interface, ADDW, ISA, BSIS, TPMS, ESS and MOIS, under a “General Safety Regulations” note. Adaptive Cruise Control is printed in the same panel but carries its only asterisk, footnoted “*On request.”. Cabs are coded MLC day low roof, MLL sleeper in low and high roof and MLD crew cab, each offered with one or two access steps; the step count, not the cab, splits the model table. Suspensions are parabolic or reinforced parabolic leaf, semi-elliptical leaf, and air on the rear axle only or on both axles under ECAS control. The MY26 edition adds a provision for a third axle on 16-ton and 18-ton models, integrated at conversion and managed as on an original 6x2 vehicle, and sandwich PTOs on automatic transmissions. Engine hardware, from IVECO’s ENGINE TECHNICAL SPECIFICATIONS sheet, which is pages 14 and 15 of the 28 November 2013 Euro VI press kit reissued as a standalone PDF: bore 104 mm and stroke 132 mm on both families, 4 valves per cylinder OHV, Common Rail at 1,600 bar, wastegate turbocharging, a dry weight printed as 400 for the Tector 5 and 530 for the Tector 7 with no unit, EGR “None”, and an aftertreatment train given as HI-eSCR (DOC + pDPF + SCR + CUC) with oil change at 80,000 km and DPF service at 300,000 km. That sheet is 2013 data and its engine table differs from the current brochures: it puts all three Tector 5 steps at 2,500 rpm and gives them 580, 680 and 750 Nm where the brochures give 680, 700 and 750 Nm, and it heads the Tector 5 block “Max. power (HP): 206 @ 2,500 rpm” while tabling 152 kW (210 HP) below. It is used here for bore, stroke, injection pressure, dry weight and aftertreatment only, and the aftertreatment description is 2013 documentation rather than a current statement: none of the three current brochures contains the words SCR, EGR, DPF, AdBlue or particulate at all, and IVECO Trucks Australia’s 2025 release spells the system HI-SCR. The 2013 press kit states, on its page 5, that “The Euro VI’s 4 cylinder 210 HP Tector 5 engine replaces the 6 cylinder 220 HP Tector 6 on the Euro V, guaranteeing lower fuel consumption whilst maintaining high performance”, and quantifies that swap on its page 2 as a reduction in fuel consumption equivalent to 4.5 per cent across all missions. Its payload sentence is a separate, more general claim, not tied to that swap: the FPT engine and after-treatment are stated as “even lighter compared to those of the engines produced by the main competitors, ensuring a greater vehicle payload compared to the market average.” It also states that HI-eSCR reduces NOx by more than 95 per cent without exhaust gas recirculation and without an actively regenerated particulate filter, that TÜV certified a 2.33 per cent fuel consumption reduction for the system, and that engine braking reaches a maximum of 100 and 150 in the Tector 5 and Tector 7 respectively — the document prints the unit as “kwh”, which is a unit of energy, so no braking power figure is claimed from it. The same kit gives the 2013 transmission offer as six manual ZF gearboxes with 5, 6 and 9 gears, four automated Eurotronic ZF gearboxes with 6 and 12 gears and three Allison automatics with 5 gears, and a body length range of 4,265 to 10,175 mm with a 52 degree steering angle; the current brochures offer 6- and 9-speed manuals, an 8-speed ZF automatic and a 6-speed Allison automatic, and name no automated gearbox at all. No IVECO document that opens describes how either automatic is built. The word converter does not appear in the three brochures at all; it appears in the Australian sheets only as “24V Negative To Earth 24V-12V Converter In Cab”, which is the electrical converter; and in the 2013 press kit only of the Allison, as “The Allison automated transmissions with torque converter are available for the entire 4x2 range and offer maximum comfort on urban missions, where an average of 1,200 gear changes are made per day”. A torque converter is therefore recorded here for the Allison of 2013 and for nothing else; printed gear-ratio tables are not evidence of one, since an automated manual has a ratio table too. The 15 November 2023 release states the range as 7.5-19 tonnes, wheelbases from 2,790mm up to 6,570mm, that the 8-speed automatic ZF8-HP is set to become the default choice providing a reduction in fuel consumption of up to 5%, and up to 1,100 L of gas cylinder capacity. Australian data, which is a separate ladder and is not European: IVECO Trucks Australia spec sheets dated 01/26 give ML140E28/P at 14,000 kg GVM and 17,500 kg GCM (22,000 kg with the Tipper Pack) on 207 kW (280hp) and 1,000 Nm; ML150E32D/P at 15,000 and up to 28,000 kg; ML160E32/P at 16,000 and up to 28,000 kg; ML180E32/P at 18,000 kg with 28,000 kg GCM behind the ZF8AP but 22,000 kg behind the Allison 3000; and the 4x4 ML150E32W at 15,000 and 19,000 kg on a 6-speed manual. The dual-cab ML150E32D/P sheet in the same PDF is dated 08/25 rather than 01/26, and gives a maximum width over fenders of 2,463 mm against 2,342 mm on the ML140, 2,411 mm on the ML160 and 2,455 mm on the ML180. Those sheets publish a ZF8AP eight-speed ratio set of 4.890, 3.123, 2.033, 1.639, 1.254, 1.000, 0.840 and 0.639 with 4.250 reverse, an Allison 3000 set of 3.49, 1.86, 1.41, 1.00, 0.75 and 0.65 with 5.03 reverse, and rear axle ratios that move with the model: 3.9 with the ZF and 3.73 with the Allison on the ML140, 4.13 and 3.40 on the ML150 and ML160, 5.29 and 4.63 on the ML180, and 5.72 on the 4x4. They also give ventilated disc brakes of 377 x 45 mm on the ML140, the ML150 dual cab and the ML160 and 432 x 45 mm on the ML180, against drums on the 4x4, an exhaust brake with air dryer and a water-cooled 360 cc compressor, a 30 L AdBlue tank, tyres of 285/70R19.5 on the ML140, 305/70R19.5 on the ML150 and ML160 and 315/80R22.5 on the ML180, kerb-to-kerb turning diameters of 15,540 to 19,260 mm on the ML140 and 20,510 to 23,440 mm on the ML180, and, on the 4x2 sheets, engine oil change intervals of 80,000 km/18 months for long range transport, 60,000 km/18 months for short and medium range and 40,000 km/12 months for heavy-duty use in mainly urban areas or off-road, which the sheets base “on normal operating conditions” and say “may be reduced when operating under severe conditions”. History: IVECO dates the launch to 1991 twice in writing, in the 28 November 2013 press kit and in the 2021 release marking the 600,000th Eurocargo built at Brescia, which also calls it Bertone-designed. The 2013 kit’s own milestone list includes 1991 EuroCargo launch, 1992 International Truck of the Year, 1997 MY 97, 1999 the EL range for urban distribution, 2001 the Eurocargo Tector, 2003 MY 2003, 2006 the Euro 4 and Euro 5 models, 2008 a new Eurocargo and 2013 the Euro VI vehicle; its prose puts the Tector engine at 2000 where its own table says 2001. The Brescia plant is given as about 2,300 employees in 2013 and around 1600 in 2021. IVECO’s Australian 4x4 ML150 spec sheet (edition 01/26) gives the ML150E32W kerb-to-kerb turning diameters as 15,700 and 16,520 mm, inside the 15,540-23,440 mm range the 4x2 sheets print across builds.